Train control



I. BUTLER.

T RAIN CONTROL. APPLICATION FILED FEB. I4, I92I. RENEWED MAR. '8. I922.

Patented. May 2, 1922.

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WITNESS:

I BUTLER TRAIN CONTROL. APPLICATION FILED m. 14. 1921. RENEWED MAR.-8.1922.

Patented Mayi2, 1922.

3 SHEEIS-SHEEI 2.

a Bra eZ'uz Zer- MENTOR ATTORNEY WI'I'NES:

I. BUTLER. TRAIN CONTROL. APPLICATION FILED FEB. 14' I921.

RENEWED MAR- 8. 1922- Patented May-2,192 2.

3 SHEI$-SHEE1 3 INVENTOR ATTORNEY VVITNES:

ISRAEL BUTLER, OF BUFFALO, NEW YORK, ASSIGNOR OF ONE-HALF T0 JAMES I.

BRUNSON AND GRIFFIN A. SAUNDERS.

TRAIN CONTROL.

Specification of Letters Patent.

Patented May 2, 1922.

Application filed February 14, 1921, Serial No 444,808. Renewed March 8, 1922 Serial No. 542,167.

To all whom it may concer Be it known that I, ISRAEL BUTLER, a citizen of the United States, residing at Buffalo, in the county of Erie and State of New York, have invented new and useful Improvements in Train Controls, of which the following is a specification.

This invention relates to improvements in automatically operated train control apparatus and hasfor an object the provision of electrically operated means controlled by the position of the signal of a block signal system for automatically cutting off the power of a locomotive and applying the brakes, in the event of the signal being set against the train.

Another object of the invention is the provision of an electrically operated train control apparatus in which the brakes are applied for a limited period of time to check the progress of the train and then quickly released, the brakesbeing thereafter again applied to bring the, train to a full stop. This eliminates danger of derailing or otherwise wrecking the train by a quick and sudden stop.

With the above and other objects in view, the invention further includes the following novel features and details of construction, to be hereinafter more fully described, illustrated in the accompanying drawings and pointed out in the appended claims;

In the drawings Figure 1 is a diagrammatic view showing the connections between the track devices and the train carried devices.

Figure 2 is a side elevationof a portion of a locomotive, the latter being partly broken away to more clearly show the inven-' tion.

Figure 3 is a detail elevationof the operating motors and showing in section the connections of these motors with the. throttle lever and engineers brake valve.

Figure 4 is a sectional view on the line corresponding parts, the reference character 10 indicates a bracket or support which is adapted to be positioned upon one side of the boiler of a locomotive, preferably, upon the left hand side of the cab. Supported in this bracket is a motor 11, whose shaft 12 has secured thereon a pinion 13, which is engaged by a rackbar 14, the latter being mounted for sliding movement within a guide 15. One end of the rack bar 14 has pivotally connected thereto as indicated at 16, a rack bar 17, which is mounted for sliding movement in a frame 18, the latter being secured to the handle of the throttle lever L, as shown at l9. Extending inwardly from the frame 18, is an arm 20, to which is rotatably secured a sector 21, which is engaged by the rack bar 17. The sector 21 is provided with an arm 22, so arranged that when the sector is rotated through the action of the rack bar 17, this arm 22 will engage the operating handle H which controls' the latch of the throttle lever L and release said latch. The initial movement of the rack bar 17 will therefore release the throttlelever, while a further movement will operate the said lever to reduceor cut off thepower.

Also mounted in the bracket 10 are additional motors 23 and 24, the said. motors being arranged side by side in spaced relation and having their shafts 25' coupled to gether in alignment by means of a coupling member 26. Mounted upon this coupling member is a pinion 27, which engages the rack bar 28, the latter being mounted for sliding movement in a guide 29 and having connected thereto at one end as shown at 30, a lever 31. This last mentioned lever is connected to the engineers brake valve B, so that the operation of either the motor 23 of 24 will operate the engineers brake valve, to either apply or release the brakes, depending upon which motor is operated. Each of the rack bars 14 and 28 have their guides 15 and 29 respectively resting upon supports 32, the latter being connected to the bracket 10.

All of the above mentioned mechanism is mounted in the cab of the locomotive, and in addition, the locomotive carries a plurality of contactshoes which are indicated at 33, 34 and 35 and which are respectively connected to the motors 11, 23 and 24.

Positioned alongside of the rails R of the track, are ramp rails.- 36, 37 38 and. .9, the

rail 36 being in the path of and adapted to be engaged by the shoe 33, while the rails 37 v 33, while the shoes 34 and 35. respectively are arranged with shoes 34 and The shoes are spaced apart as shown int he drawings and the ramp rails are also arranged in pairs and spaced apart, the rails 36, 37,

and 39 being arranged in pairs with the rails 36', 37, 38', and 39 respectively.

This isclearl illustrated in Fi ure l of the drawings and inthis figure there is shown the source oi current for example,

batteries BC Extending from one pole of .these batteries .is a conductor 40, which connectswiththe motor 24, while a; conductor 41 tapped on to t-he conductor connects the sourceo'f current with the motor 23. An

)additional conductor 42 tapped on tothe conductor 40 connects with the motor 11. The last named motor is connected to the shoe 33' by, aconductor 43,while the shoe 33- is connected by a. conductor 44with the opposite side of the battery B, this connectionbeing effected through a conductor 45 which connects the battery with the shoe 35. A

conductor 46 connects the motor 23 with the shoe 34- and the shoe 34 is connected to thebattery B by a conductor 47. which is tapped on to the conductor 45.

. connected to the shoe 35 by conductor 43.

duplicatedupon opposite sides of 52, which is controlled by the block signal system sothat the invention will be operated The circuits oftheramp rails include conductors 49, 50 and 51, the ramprails being a signal by a train traveling in either direction. 1 The 1 ramp rails for a train traveling in one direc- .:tlOI1 are connected in parallel with the conductors 50 and 51 by means of conductors.

53,54,555, 56, while the ramp rails which would be engaged by the shoes of'a train traveling in an opposite direction are con-' nected in parallel between the conductors 49 and 50, by conductors 53, 54, 55 and 56,

while the conductors 49-and 51, are connect ed as shown at 57. In the operation of, the invention, a train approaching a signal set at danger willhave the motor 11 operated to cut off steam by 1 contactofthe shoes 33-and 33" with the i ramp rails 36 and 36. mCurrent willthen flow from one side of the battery B through .the. conductor 42, the motor 11, the. conductor 43,,the shoe 33, the .rampirail 36', the

conductor 53, the conductor 50 and through a conductor 58 which. bridges the conductors 49 and 50 and which is connected to spaced contacts 59, the. latter having. been bridged motor 23 The motor 24 is.

rent will then flow through the conductor 49, the conductor 57, the conductor 50, the ramp rail 33, the shoe 33, the: conductor back to the opposite side of the battery B. After the steam has been cut ofi, a further forward movement of the train in the direction of the arrow shown in Figure 1 will cause the shoes 34 and 34 to engage the ramp rails 3'7 and 37', whereuponcurrent will flow from one side of the battery B '75 through the conductor 41, the motor 23, the conductor 46, the shoe 34, the ramp rail 37, the conductor 54, the conductor 50, the conductor 58, the conductor 49, the conductor 57, the conductor 50, the rail 3?,the conduc- -tor 34', the conductor 47 back to the opposite side of the battery B. This will operate the motor 23 to apply thebrakes, but this application will be. only momentary, as

before the train can bebrou htto a full etc the (contacts 35 and 35." willengage, the ramp .r,ails 38v and 38 so as to closethe circuit through the motor 24 and opefate-r-the. rack bar 33 in an opposite direction and release the brakes. Thispermits the train to proceed under reduced headway until the contact shoes 34 and 34 engagethe ramp rails 39 and 39, whereupon the circuit of the will beagain completed and'this motor. operated to .move the racl: bar 28 in a reverse direction from that caused by the motor 24, so that the brakes will be again applied and the train brought to a full stop.

' The invention is susceptible of various changes in its form, proportions and minor details of construction and the right is -hereinreserved to make such changes as properly tallwithin the scope of the appended claims.

Having describedthe invention what is claimed is 1. The-combinationwith a railway electric block signal system, of a-motor for cutting off the power of the train, a motor for -a-pplying the brakes,.a motor for releasing the brakes, means controlled by the signal for successively operating the .motors and means whereby the brake applying motor will be-again operated to stop the train after the operation of the brake releasing motor.

2. The combination with ;arailway electric block signal system, of a-motor for cutting of the poweror thetrain, means including a. toothed segment.- for connecting the motorwith the. throttle, a motor'for applying the brakes, a motor for-releasing the brakes and. means controlled by the'signal for successively,operating the motors and means wherebythe brake applyingamotor vwill be again. operated to stop the train after the operation of the brakeareleasingmotor. V 3. The .combinatlonwlth a railway electric block signal system, of a motor for, ap-

plying the brakes,ya motor for; releasing the Whent-hesigna-l 52v was setat dangers Curbrakes the ,two. lastmentioned motors hav- 1,a14,seo

ing their shafts coupled in alignment and arranged to rotate in opposite directions,

- means controlled by the signal for successively operating the motors and means whereby the brake applying motor will be again operated to stop the train after the operation of the brake releasing motor.

4. The combination with a railway electric block signal system, of a horizontally movable brake controlling arm located within the cab of a locomotive and connected to the engineers brake valve, electrically operated means for operating the brake controlling arm and means controlled by the block signal system and including a plurality of train carried contact shoes arranged in pairs for operating the arm and successively applying the brakes, then releasing the same and again applying them.

5. The combination with a railway electric block signal system, of means controlled by said signal to successively shut ofl the power of the train, apply the brakes, release the latter and again apply the brakes to stop the train and a rotatably mounted throttle latch engaging arm operated by the power controlling means to release the throttle lever and permit of the operation of the latter.

In testimony whereof I affix my signature.

ISRAEL BUTLER. 

